CA1044092A - Deceleration control in engine - Google Patents
Deceleration control in engineInfo
- Publication number
- CA1044092A CA1044092A CA256,533A CA256533A CA1044092A CA 1044092 A CA1044092 A CA 1044092A CA 256533 A CA256533 A CA 256533A CA 1044092 A CA1044092 A CA 1044092A
- Authority
- CA
- Canada
- Prior art keywords
- valve
- engine
- throttle valve
- air passage
- deceleration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
- F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
- F02M23/08—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus
- F02M23/085—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus specially adapted for secondary air admission during braking or travelling down steep slopes
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Deceleration control apparatus for a vehicle engine minimizes increase in exhaust pollutants during sudden deceleration while at the same time maintaining effective braking action of the engine to reduce the speed of the vehicle. In addition to a dash pot mechanism subjected to vacuum pressures both upstream and downstream from the engine throttle valve for regulating closing movement of the throttle valve, an air passage communicates with the engine intake passage downstream from the throttle valve. A
control valve is operatively interposed in the air passage to admit atmospheric air into the engine intake passage upon sudden deceleration in engine speed. The control valve closes slowly during continued deceleration and closes off the air supply when deceleration ceases.
Deceleration control apparatus for a vehicle engine minimizes increase in exhaust pollutants during sudden deceleration while at the same time maintaining effective braking action of the engine to reduce the speed of the vehicle. In addition to a dash pot mechanism subjected to vacuum pressures both upstream and downstream from the engine throttle valve for regulating closing movement of the throttle valve, an air passage communicates with the engine intake passage downstream from the throttle valve. A
control valve is operatively interposed in the air passage to admit atmospheric air into the engine intake passage upon sudden deceleration in engine speed. The control valve closes slowly during continued deceleration and closes off the air supply when deceleration ceases.
Description
s~ ;
This invention relates to deceleration controls for internal com-bustion engines used in motor vehicles. It is known that sudden deceleration in engine speed results in an increase in pollutants discharged into the atmosphere with the engine exhaust gases. ~oweverl when attempts have been made to correct this undesirable result by retarding the closing action of the throttle valve in the engine intake passage, another difficulty is encountered, namely, the desirably braking effect of the engine to reduce vehicle speed is adversely affected. It is an important object of the present invention to provide deceleration control apparatus which minimizes increase in discharge : :: ~ ..
of pollutants into the atmosphere, while at the same time retaining a major portion of the disirable engine braking effect.
According to the invention there is provided deceleration control apparatus for a vehicle engine having a throttle valve mounted in an intake passage and having means including a dash pot mechanism subjected to vacuum pressures both upstream and downstream from said throttle valve for regulating closing movement of the throttle valve, the improvement comprising, in combination: an air passage communicating with said intake passage downstream from the throttle valve, a control valve operatively interposed in said air passage and having a movable valve element, pressure responsive means for moving said valve element between open and closed position, said means including a movable member subjected on one side to pressure in said air passage, means providing a closed chamber on the other side of said movable member, and valve means on the movable member acting to restrict flow from the closed chamber to the vacuum chamber while permitting relatively unrestricted flow in the opposite directionJ whereby the control valve is opened quickly upon increase in vacuum intensity in said air passage to permit flow of atmospheric air into the engine intake passage, said control valve closing relatively slowly upon reduction of vacuum intensity in said air passage.
In the drawings:
Figure 1 is a sectional schematic diagram showing a preferred embodiment of this invention.
Figure 2 is a graph showing closing characteristics of the throttle - . . . :~
... ~ , . , .' .:,. :
~S j L~V~3~2 valve.
Referring to the drawings, the intake passage 1 is connected to an internal combustion engine, not shown. A throttle valve 2 is mounted within ,, .
the passage 1 and a venturi 3 is located within the intake passage 1 upstream ' from the throttle valve 2. A dash pot generally designated 4 operates in association with the throttle valve 2 to limit its speed of movement near its minimum opening position. This dash pot 4 includes a flexible diaphragm 5 which forms one wall of the vacuum chamber 7. The vacuum chamber 7 is connected to atmosphere through a restricted passage 6 of the leak jet type.
The diaphragm 5 is connected by rod 8 which in turn is pivotally connected to arm 9. The arm 9 is mounted to turn about the axis of the throttle valve shaft 2a. The dash pot 4 also contains an '.~ "
, ,'~ .
''',' ~ . ,'' ,.
,,~:;., ' ' ';,' ' . .
:.' ., -la-~'.
abutment 10 which limits retracting movement of the rod 8. A projection 2b is fixed to the throttle valve shaft 2a and engages the pivoted arm 9.
The parts are proportioned so that closing movement of the throttle valve 2 within a few degrees of its minimum opening position is accompanied by movement of the rod 8 and the diaphragm 5. The connection between the parts 2b and 9 may therefore be described as an angular lost-motion connection.
The diaphragm S never resists opening movement of the throttle valve 2.
A first vacuum outlet 11 of relatively small diameter, for example about 1 mm, is provided at the si~e of the intake passage 1 at a location slightly upstream of the adjacent portion of the throttle valve 2 at its minimum opening position. This vacuum outlet 11 is connected through check valve 12 in passage 13 to the vacuum chamber 7. From this description it will be understood that, when the engine is running and when the throttle valve 2 is near its minimum opening position, relatively high vacuum is produced in the passage 13, opening check valve 12, and causing the diaphragm S to act in a direction to open the throttle valve 2.
At one side of the intake passage 1 and at a location on the downstream side of the throttle valve 2 a second vacuum outlet 14 is provided which is connected to the vacuum chamber 7 through a second vacuum passage 17. In this second vacuum passage 17 is located a speed responsive valve lSa that opens by detecting relatively high rpm of the engine. Als-o positioned in this passage 17 is a vacuum response valve lSb that opens under high vacuum pressure, and a check valve 16. Accordingly, when the dash pot 4 controls closing operation of the throttle valve 2, vacuum that is generated on the do~mstream side of the check valve 2 acts through the second vacuum outlet 14 and second vacuum passage 17 to said vacuum chamber 7 to act as a throttle opener. Decrease of engine speed or reduction in vacuum intensity closes the passage 17. Thereafter the dash pot 4 performs its normal operation to control the closing characteristics of throttle
This invention relates to deceleration controls for internal com-bustion engines used in motor vehicles. It is known that sudden deceleration in engine speed results in an increase in pollutants discharged into the atmosphere with the engine exhaust gases. ~oweverl when attempts have been made to correct this undesirable result by retarding the closing action of the throttle valve in the engine intake passage, another difficulty is encountered, namely, the desirably braking effect of the engine to reduce vehicle speed is adversely affected. It is an important object of the present invention to provide deceleration control apparatus which minimizes increase in discharge : :: ~ ..
of pollutants into the atmosphere, while at the same time retaining a major portion of the disirable engine braking effect.
According to the invention there is provided deceleration control apparatus for a vehicle engine having a throttle valve mounted in an intake passage and having means including a dash pot mechanism subjected to vacuum pressures both upstream and downstream from said throttle valve for regulating closing movement of the throttle valve, the improvement comprising, in combination: an air passage communicating with said intake passage downstream from the throttle valve, a control valve operatively interposed in said air passage and having a movable valve element, pressure responsive means for moving said valve element between open and closed position, said means including a movable member subjected on one side to pressure in said air passage, means providing a closed chamber on the other side of said movable member, and valve means on the movable member acting to restrict flow from the closed chamber to the vacuum chamber while permitting relatively unrestricted flow in the opposite directionJ whereby the control valve is opened quickly upon increase in vacuum intensity in said air passage to permit flow of atmospheric air into the engine intake passage, said control valve closing relatively slowly upon reduction of vacuum intensity in said air passage.
In the drawings:
Figure 1 is a sectional schematic diagram showing a preferred embodiment of this invention.
Figure 2 is a graph showing closing characteristics of the throttle - . . . :~
... ~ , . , .' .:,. :
~S j L~V~3~2 valve.
Referring to the drawings, the intake passage 1 is connected to an internal combustion engine, not shown. A throttle valve 2 is mounted within ,, .
the passage 1 and a venturi 3 is located within the intake passage 1 upstream ' from the throttle valve 2. A dash pot generally designated 4 operates in association with the throttle valve 2 to limit its speed of movement near its minimum opening position. This dash pot 4 includes a flexible diaphragm 5 which forms one wall of the vacuum chamber 7. The vacuum chamber 7 is connected to atmosphere through a restricted passage 6 of the leak jet type.
The diaphragm 5 is connected by rod 8 which in turn is pivotally connected to arm 9. The arm 9 is mounted to turn about the axis of the throttle valve shaft 2a. The dash pot 4 also contains an '.~ "
, ,'~ .
''',' ~ . ,'' ,.
,,~:;., ' ' ';,' ' . .
:.' ., -la-~'.
abutment 10 which limits retracting movement of the rod 8. A projection 2b is fixed to the throttle valve shaft 2a and engages the pivoted arm 9.
The parts are proportioned so that closing movement of the throttle valve 2 within a few degrees of its minimum opening position is accompanied by movement of the rod 8 and the diaphragm 5. The connection between the parts 2b and 9 may therefore be described as an angular lost-motion connection.
The diaphragm S never resists opening movement of the throttle valve 2.
A first vacuum outlet 11 of relatively small diameter, for example about 1 mm, is provided at the si~e of the intake passage 1 at a location slightly upstream of the adjacent portion of the throttle valve 2 at its minimum opening position. This vacuum outlet 11 is connected through check valve 12 in passage 13 to the vacuum chamber 7. From this description it will be understood that, when the engine is running and when the throttle valve 2 is near its minimum opening position, relatively high vacuum is produced in the passage 13, opening check valve 12, and causing the diaphragm S to act in a direction to open the throttle valve 2.
At one side of the intake passage 1 and at a location on the downstream side of the throttle valve 2 a second vacuum outlet 14 is provided which is connected to the vacuum chamber 7 through a second vacuum passage 17. In this second vacuum passage 17 is located a speed responsive valve lSa that opens by detecting relatively high rpm of the engine. Als-o positioned in this passage 17 is a vacuum response valve lSb that opens under high vacuum pressure, and a check valve 16. Accordingly, when the dash pot 4 controls closing operation of the throttle valve 2, vacuum that is generated on the do~mstream side of the check valve 2 acts through the second vacuum outlet 14 and second vacuum passage 17 to said vacuum chamber 7 to act as a throttle opener. Decrease of engine speed or reduction in vacuum intensity closes the passage 17. Thereafter the dash pot 4 performs its normal operation to control the closing characteristics of throttle
- 2 -valve 2, and these are shown by the line A in Figure 2 of the drawings.
The closing characteristics of the throttle valve 2 should lie, as shown by line A in Figure 2, between area B at the upper side where the braking action of the engine is ineffective, and area C at the lower side where exhaust pollutants reach unacceptable levels. If area C at the lower side is further displaced downward to area D, for instance, line A can be shifted to line A' for more effective engine brake action and improved `
driveability. It is desirable that exhaus~t pollutants be prevented from marked increase during sudden deceleration, and to accomplish this, means are provided, in accordance with the present invention, to introduce atmospheric air into the intake passage 1 during sudden deceleration.
At the side of the intake passage 1 and at a location downstream from the throttle valve 2, an opening 18 is provided which is connected to ;
atmosphere through air passage 19. A control valve 20 is interposed in the air passage 19 and this control valve 20 opens when the vacuum intensity at the opening 18 increases suddenly, and allows atmospheric air to enter the intake passage 1 through the opening 18. The control valve 20 is con-nected to a movable member 23a mounted on an annular flexible diaphragm 230 A vacuumchamber 21 is formed on one side of the diaphragm 23 and a closed ~ -chamber 24 is formed on the other side. A flapper 26 mounted on the movable member 23a serves as a check valve for the opening 23b. A small `. ~ ;
orifice 25 is provided in the flapper 26 in alignment with the opening 23b.
The air passage 19 is connected directly to the vacuum chamber 21 and is also connected to control valve 20 through the ball check valve 27 which affords protection to the valve 20 in the case of backfire.
In operation, sudden increase in vacuum intensity at the opening 18 causes the diaphragm 23 to open the valve 20, the flapper 26 remaining closed. Atmospheric air may then pass the ball check valve 27 through passage 19 and into the intake passage 1 through the opening 18. Continued . ... ~ .. ; , . . . ~, . . ....................... ..
.. .. .. . .
deceleration allows air to pass from the closed chamber 24 to the vacuum chamber 21 through the orifice 25, to reduce the rate of air input through opening 18. When deceleration is discontinued~ the spring 22 moves the diaphragm 23 to close the valve 20, and the flapper 26 opens to permit flow of air from the chamber 24 through the opening 23b into the vacuum chamber 21.
The control valve 20 is placed at a location higher than that of the opening 18, a location 80 mm or more higher, for instance, prevents fuel in the air-fuel mixture from collecting in the control valve 20.
In accordance with the present invention, a sudden deceleration of the engine causes the control valve 20 to open at once by means of the ~;
vacuum pressure generated on the downstream side of the throttle valve 2 so that atmospheric air is introduced through the control valve 20 into the `~
intake passage 1. This results in better combustion in the engine and the -consequent prevention of worsening of exhaust emissions during deceleration.
Also, the closing characteristics of the throttle valve 2 produce a more effective braking action by the engine during deceleration, and improve ~ .
driveability.
The solenoid operated valve 29 associated with the restricted passage 6 is connected through an ignition switch 30 to a battery 31. When the ignition switch 30 is opened, the valve 29 is opened by a spring 32 and admits the air into the vacuum chamber 7. In other words, when the engine stops, the throttle valve 2 is broughtto idling position without the operation of the dash pot 4 to prevent run-on operation of the engine.
Having fuIly described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our invention is of the full scope of the appended claims.
The closing characteristics of the throttle valve 2 should lie, as shown by line A in Figure 2, between area B at the upper side where the braking action of the engine is ineffective, and area C at the lower side where exhaust pollutants reach unacceptable levels. If area C at the lower side is further displaced downward to area D, for instance, line A can be shifted to line A' for more effective engine brake action and improved `
driveability. It is desirable that exhaus~t pollutants be prevented from marked increase during sudden deceleration, and to accomplish this, means are provided, in accordance with the present invention, to introduce atmospheric air into the intake passage 1 during sudden deceleration.
At the side of the intake passage 1 and at a location downstream from the throttle valve 2, an opening 18 is provided which is connected to ;
atmosphere through air passage 19. A control valve 20 is interposed in the air passage 19 and this control valve 20 opens when the vacuum intensity at the opening 18 increases suddenly, and allows atmospheric air to enter the intake passage 1 through the opening 18. The control valve 20 is con-nected to a movable member 23a mounted on an annular flexible diaphragm 230 A vacuumchamber 21 is formed on one side of the diaphragm 23 and a closed ~ -chamber 24 is formed on the other side. A flapper 26 mounted on the movable member 23a serves as a check valve for the opening 23b. A small `. ~ ;
orifice 25 is provided in the flapper 26 in alignment with the opening 23b.
The air passage 19 is connected directly to the vacuum chamber 21 and is also connected to control valve 20 through the ball check valve 27 which affords protection to the valve 20 in the case of backfire.
In operation, sudden increase in vacuum intensity at the opening 18 causes the diaphragm 23 to open the valve 20, the flapper 26 remaining closed. Atmospheric air may then pass the ball check valve 27 through passage 19 and into the intake passage 1 through the opening 18. Continued . ... ~ .. ; , . . . ~, . . ....................... ..
.. .. .. . .
deceleration allows air to pass from the closed chamber 24 to the vacuum chamber 21 through the orifice 25, to reduce the rate of air input through opening 18. When deceleration is discontinued~ the spring 22 moves the diaphragm 23 to close the valve 20, and the flapper 26 opens to permit flow of air from the chamber 24 through the opening 23b into the vacuum chamber 21.
The control valve 20 is placed at a location higher than that of the opening 18, a location 80 mm or more higher, for instance, prevents fuel in the air-fuel mixture from collecting in the control valve 20.
In accordance with the present invention, a sudden deceleration of the engine causes the control valve 20 to open at once by means of the ~;
vacuum pressure generated on the downstream side of the throttle valve 2 so that atmospheric air is introduced through the control valve 20 into the `~
intake passage 1. This results in better combustion in the engine and the -consequent prevention of worsening of exhaust emissions during deceleration.
Also, the closing characteristics of the throttle valve 2 produce a more effective braking action by the engine during deceleration, and improve ~ .
driveability.
The solenoid operated valve 29 associated with the restricted passage 6 is connected through an ignition switch 30 to a battery 31. When the ignition switch 30 is opened, the valve 29 is opened by a spring 32 and admits the air into the vacuum chamber 7. In other words, when the engine stops, the throttle valve 2 is broughtto idling position without the operation of the dash pot 4 to prevent run-on operation of the engine.
Having fuIly described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our invention is of the full scope of the appended claims.
Claims (3)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. Deceleration control apparatus for a vehicle engine having a throttle valve mounted in an intake passage and having means including a dash pot mechanism subjected to vacuum pressures both upstream and downstream from said throttle valve for regulating closing movement of the throttle valve, the improvement comprising, in combination: an air passage communi-cating with said intake passage downstream from the throttle valve, a control valve operatively interposed in said air passage and having a movable valve element, pressure responsive means for moving said valve element between open and closed position, said means including a movable member subjected on one side to pressure in said air passage, means providing a closed chamber on the other side of said movable member, and valve means on the movable member acting to restrict flow from the closed chamber to the vacuum chamber while permitting relatively unrestricted flow in the opposite direction, whereby the control valve is opened quickly upon increase in vacuum intensity in said air passage to permit flow of atmospheric air into the engine intake passage, said control valve closing relatively slowly upon reduction of vacuum intensity in said air passage.
2. The combination set forth in claim 1 in which said movable member is carried on an annular flexible diaphragm.
3. The combination set forth in claim 2 in which said valve means comprises a flapper adapted to close over an opening in the movable member, said flapper having an orifice aligned with said opening.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50083129A JPS526831A (en) | 1975-07-08 | 1975-07-08 | Deceleration control mechanism in an engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1044092A true CA1044092A (en) | 1978-12-12 |
Family
ID=13793576
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA256,533A Expired CA1044092A (en) | 1975-07-08 | 1976-07-07 | Deceleration control in engine |
Country Status (15)
| Country | Link |
|---|---|
| JP (1) | JPS526831A (en) |
| AR (1) | AR209660A1 (en) |
| BE (1) | BE843804A (en) |
| BR (1) | BR7604466A (en) |
| CA (1) | CA1044092A (en) |
| CH (1) | CH615248A5 (en) |
| CS (1) | CS200153B2 (en) |
| DD (1) | DD127080A5 (en) |
| DE (1) | DE2630180A1 (en) |
| ES (1) | ES449571A1 (en) |
| FR (1) | FR2317515A1 (en) |
| GB (1) | GB1560092A (en) |
| IT (1) | IT1066574B (en) |
| NL (1) | NL168299C (en) |
| SE (1) | SE7607690L (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53115419A (en) * | 1977-03-18 | 1978-10-07 | Mazda Motor Corp | Engine carburetor throttle valve controller |
| JPS5556191Y2 (en) * | 1978-01-30 | 1980-12-26 | ||
| GB2043776B (en) * | 1979-03-06 | 1983-05-05 | Nissan Motor | Extra air device for internal combustion engine |
| DE3028898A1 (en) * | 1980-07-30 | 1982-03-04 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR CONTROLLING THE IDLE SPEED OF AN INTERNAL COMBUSTION ENGINE |
| DE3113986A1 (en) * | 1981-04-07 | 1982-10-21 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR CONTROLLING THE IDLE SPEED OF AN INTERNAL COMBUSTION ENGINE |
| JPS58217744A (en) * | 1982-05-07 | 1983-12-17 | Honda Motor Co Ltd | Method for controlling idling speed at breakdown of throttle valve opening amount measuring system |
-
1975
- 1975-07-08 JP JP50083129A patent/JPS526831A/en active Granted
-
1976
- 1976-06-30 AR AR263799A patent/AR209660A1/en active
- 1976-07-05 BE BE168651A patent/BE843804A/en not_active IP Right Cessation
- 1976-07-05 DE DE19762630180 patent/DE2630180A1/en not_active Ceased
- 1976-07-05 IT IT50270/76A patent/IT1066574B/en active
- 1976-07-05 CH CH859276A patent/CH615248A5/en not_active IP Right Cessation
- 1976-07-05 CS CS764438A patent/CS200153B2/en unknown
- 1976-07-05 SE SE7607690A patent/SE7607690L/en not_active Application Discontinuation
- 1976-07-05 GB GB27879/76A patent/GB1560092A/en not_active Expired
- 1976-07-05 DD DD193721A patent/DD127080A5/xx unknown
- 1976-07-05 ES ES449571A patent/ES449571A1/en not_active Expired
- 1976-07-05 FR FR7620504A patent/FR2317515A1/en active Granted
- 1976-07-05 NL NLAANVRAGE7607392,A patent/NL168299C/en not_active IP Right Cessation
- 1976-07-07 CA CA256,533A patent/CA1044092A/en not_active Expired
- 1976-07-08 BR BR7604466A patent/BR7604466A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| NL168299C (en) | 1982-03-16 |
| AU1509076A (en) | 1978-02-23 |
| CS200153B2 (en) | 1980-08-29 |
| JPS5244967B2 (en) | 1977-11-11 |
| JPS526831A (en) | 1977-01-19 |
| CH615248A5 (en) | 1980-01-15 |
| NL168299B (en) | 1981-10-16 |
| SE7607690L (en) | 1977-01-09 |
| GB1560092A (en) | 1980-01-30 |
| FR2317515A1 (en) | 1977-02-04 |
| DE2630180A1 (en) | 1977-01-20 |
| NL7607392A (en) | 1977-01-11 |
| DD127080A5 (en) | 1977-09-07 |
| IT1066574B (en) | 1985-03-12 |
| ES449571A1 (en) | 1977-08-01 |
| AR209660A1 (en) | 1977-05-13 |
| FR2317515B1 (en) | 1981-12-24 |
| BE843804A (en) | 1977-01-05 |
| BR7604466A (en) | 1977-07-26 |
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